Pulverized-fuel-burning locomotive



' J. E. MUHLFELD.

' P'ULVERIZED FUEL BURNING LOCOMOT'IVE. APPLICATION FILED'JUNE s, l9l4.RENEWED 001-23. 192o.

Patented" Oct, IL 1921..

5 EHEETS-SHEET 2- v kJ/E. MUHLFELD. PULVERIZED FUE; BURNINGLQCOMOTIVE. vAPPLICATION FI LED JUNE 5 19H. RENEWED OCT. 23,1920.

5 SHEETS-SHEET a.-

mwmm I j v lPatentedOct 11,1921,

JOHN EJMUHLFELD, OF SOARSDALE, NEW YORK, ASSIGNOR, BY MESNE ASSIGNMENTS,TO LOCOIVIOTIVE PULVERIZED FUEL COMPANY, A CORPORATION OF DELAWARE.

lPULVERIZED-FUELBURNING LOCOMOTIVE.

g flogg ng Specification of Letters Patent. llPgmhgntgfl @Qt 11 119251Application filed June 5, 1914. Serial No. 843,223. Renewed 0ctober'23,1920. Serial No. M9971.

Tor/Z1 whom itmay 0021mm. the ip defies; g" a Y h in elem- 55 l e itknown that 1, JOHN E. lllUHLFELD, tiou, of anesistance box; and Fig. 13,a of Scarsdale. in the county of Vestchestcr g diag am of the regulatingresistance, and State of New York, have invented a The hauling capacityof steam locomotives certain new and useful improvement in Pul- 0f tlllof the various types now generally op- .verized-Fuel-BurningLocomotives, of which .erated in railroad service is limited by the 60improvement the following is a. speciiica- Steam ge erating capacity oftheir boilers, tion. which, intur'n, is subject to the limiting con- Thbj t f my i ti i t bl ditions of the combustion that can be effected theutilization of pulverized combustible n t em. aS' well as by cylinderback presmatter as fuel for the generation of steam in ea is generatedfrom solid C 65 l ti b il m1 ff ti l d bonaceous or liquid hydrocarbonfuels, and

nomically practised, by the provision of the. air required forcombustion is drawn suitable and readily applicable means for nto andthrough the firebox and tubes. by

storing, distributing, conveying, commin draft inducing means located inthe smoke gling with air, preheating, and consuming box of the boiler.This method of supply- 70 this class of fuel in a locomotive boiler of gthe air essential to proper combustion, the present standard type, insuch manner. particularly in cases where a large proporthat the gases ofcombustion may be con-. tion of it must be carried through compa'zveyed, and applied with comparative slowtively thick layers of fuel,ash, and clinkers ness, to the tines, tubes, firebox and combuson thegrates, causes a very rapid move- 75 tion chamber sheets, and other heatabsorb menttof the gaseous products of combustion i snffglees f th b ilth draft be reguthrough the firebox and tubes, and results in lated andcontrolled in accordance with the the'retention of a relatively hightemperavarving conditionsof service; and the residture in the gases whenexpelled from the ual matter be separated and discharged with smoke boxinto the atmosphere, with a conse 80 the minimum degree of reduction ofthe quent corresponding loss of steam generatevaporative cilicienc'y ofthe boiler. ing efficiency by reason of the waste of the The improvementclain'ied is hereinafter heatcarrled out by them from the boiler. fullyset forth, A further reduction of etliciency results In the accompanyingdrawings: Figures 1 from the fact that in the use of solid carbo- 85 and2, considered together and joined in naceous fuel, the. comparativelylarge pieces their numerical order, constitute a diagrant thereof whichare supplied to the firebox are matic side view,- partly in section, ofa loconot fully disintegrated, so that the partimotive and. tender.illustrating an embodicles of which they are composed shall be ment ofmy invention; Fig. 3, a rear view, fully exposed to the action of theair requi- 90 in elevation, of the locomotive; Fig. i, a site to effecttheir combustion; suitable and vertical transverse section, on the linea- (1. effective means for preheating),- and com; of Figs. 1 and 2; Fig;5, a front view of the mingling the volatile carbon and oxygen tender,partly in elevation and partly in sec-- prior to combustion and therebypromoting tion on' the line Z) 7) of Fig. 2; Fig. 6, a parcompletecombustion before the gases come 95 tial transverse section, on anenlarged scale, in contact with the heat absorbing and conthrough thefloor of the firebox, on the line vccting surfaces of the boiler are notpro- '6 c of Fig. 1; Fig. 7, a vertical longitudinal vided; and finally,quite a large percentage section, on an enlarged scale, through one ofof the particles of fuel is, by the force of the fuel and air feedingmechanisms; Fig. 8, the exhaust blast, mechanically separated iOO a.longitudinal central section throughhthe and carried out of the tubesunconsumed. variable exhaust regulating mechanism Fig. The elhciencylosses due to these and other i 9, a view, partly inielevation andpartly in conditions now existing, are familiar to those section, of theautomatic and manually opeonductingthe operation of railroad, motivee-rative motor speed regulating mechanisms; power, and my invention isdesi nod to Fig. 10, a side view, in elevation, of the substantiallyreduce them in practice with, switch lever of the manually operativeregulocomotives of the present standard types,

lating mechanism; Fig. 11, a detail. view of byenabling the calorificeffect of low grade and inexpensive fuel to be thoroughly andeffectively utilized, under the application of means which do notinvolve any material or expensive modifications of the ordinarylocomotive boiler proper, and are of ready apof my invention hereinafterdescribed are of ordinary approved construction, the locomotive being ofthe ten wheel or 16-0 type, and the tender having a water bottom tanksupported .on two trucks of four wheels each; The boiler of thelocomotive is provided with .a firebox, 1,of the usual form, from whicha plurality of tubes, 2 extend throughthe shell or waist, 2, to thesmoke box, 3, from which the stack, 4, leads to the atmosphere. Thetender comprises a frame, 5, supported on the pairs of truck wheels,

6; a water bottom tank, 7, secured tothe frame, and a fuel storagereceptacle,- 8, fitted detachably in and above the space between thesides of thewater tank.

In the practice of my invention, I provide one or more preliminarycombustion or expansion chambers, 9, each of wh1ch is open at its frontend to the firebox, 1, and extends rearwardly therefrom,, andsubstitute, for

the jordinary'grate and ash' pan, a floor, 10, of firebrick or othersuitable refractory material which extends on an upward incline, fromthe top of a downwardly depending slag pan 11, at the rear of thefirebox, to a vertical bridge wall, 12, extending across the firebox, ashort distance in rear of the flue sheet, 1, thereof, and having formedwithin it an air channel or channels, 12. A baffle, 13, of refractorymaterial, extends upwardly and rearwardly from thetop of the bridgewall, 12, and, in this instance, is shown as supported oncorrespondingly inclined water circulating tubes, 13 An ash hopper, 14,closes the bottom of the firebox space forward of the bridge wall, andadmits of the withdrawal of any residuum that may pass over the battleand be deposited in front of the bridge wall. The slag pan, 11, is openat bottom and extends into a lower water pan, 11 which is filled withwater above the level of the bottom of the slag pan, soas to institute awater seal therefor. The floor, 10, of the firebox is composed of blocksof refractory material, in each of which there is formed a longitudinalair channel, 10 said blocks resting on a substantial plate of metal,10", which is supported at its sides by suitable connections to the mudring of the firebox. The air channels, 10, are open, at their rear ends,to the A slag pan, 11, near its top, and are therefore in communicationwith the preliminary combustion chamber, and are open, at their frontends, to the atmosphere, communication with which is controlled by adamper, 10. A curved deflecting plate, 10, is secured to the front endof the fioor supporting plate, 10, and serves to direct currents of air,due to the movement of the locomotive, into the air channels, 10, whenthe damper, 10, is open, as well as into one or more air inductionconduits, 12, formed in the bridge wall. An induced air conduit, 10extends over the top of the preliminary expansion chamber, 9, saidconduit being open to the firebox, at its front end, and its rear endbeing controlled by a damper, 10. It will be seen that air which passesthrough the floor channels, 10, and air conduits, 12 and 10 ispreliminarily heated therein by the combustion of the fuel in thefirebox, before being admitted thereto.

The fuel storage receptacle, 8, of the tender, is supplied withpulverized fuel through fuel inlets, 8 in its top, closed by suitabletight covers, 8 and the fuel is carried therefrom, by a plurality ofscrew conveyers, 15, each of which is rotated in a channel, 15, in thebottom of the storage receptacle, by a motor, 15", suitably connected tothe several conveyers, to a corresponding number of fuel and air feedingmechanisms. located adjacent to the front end of the fuel storagereceptacle, which mechanisms are, in this instance, of the followingconstruction. A horizontal casing, 16, of substantially cylindricalform, is provided, at its top, with a receiving channel, 1G,communicating with the forward end of one of the conveyer channels, 15and, at its forward end, with an inwardl ta erin dischar e channel airblast pipe, 18, leads from a blower, 1S).

operated by a motor, 19, into one side of the casing, 16, within whichit communicates with an annular discharge nozzle, 18. concentrictherewith and open at its forward end." A screw conveyer, 20, is fixedon. a shaft, 20, which is rotated in bearings. 20, in, and concentricwith, the casing, by a mo tor, 21, located below it. The conveyer, 20,extends from the vertical plane of the receiving channel, 16*, to theforward end of the annular nozzle, 18, and fits truly in said nozzle. Areturn screw conveyor, 22, is fitted to rotate in bearings in thecasing, 16, Said conveyer having an annular body. the endportions'ofwhich are finished to fit the casing bearings, and an internal screwthread, 22, of reverse lead to the screw of the conveyer, 20, the screwthread, 22. fitting truly around the annular nozzle, 18. A spur pinion,21, on the shaft of the moaeaaao tor, 21, engages a corresponding gear,23, on a shaft, 23, journaled longitudinally in hearings on the casing,and a spur pinion, 23 on the shaft, 23, engages a corresponding gear,20, on the shaft, 20, of the convcyer, 2(). The auxiliary screwconveycr, 22, is rotated by a spur pinion, 23, on the shaft, 23, whichengages a corresponding gear, 22, on the conveyer, 22.

It will be seen that in the operation of this mechanism, pulverized fuelwhich is supplied from one of the conveyer channels,

15, to the receiving channel, 16, of the casing, is carried by the screwconveyer, 20, to the open forward end of the annular nozzle, 18, fromwhich it is conveyed by the blast from the high pressure air blast pipe,18, leading into said nozzle, to the discharge channel, 16", anddelivered therefrom to the, preliminary combustion chamber, 9. Anyexcess amount ott'ucl that may be delivered by the screw conveyer, 20,will be carried back to the rear portion thereof by the return screwconveyer, 22, and again carried forward 'with a succeeding charge offuel, clogging of the discharge channel, 16, being thus prevented.

For the purpose of increasing or diminishing the force of the exhaustblast, in accordance with varying conditions of service, the exhaustpipe, 24, is provided with a variable or adjustable nozzle, 24, by whichits discharge area may be diminished or increased asdesired, said nozzlebeing of any suitable and preferred known construction, and beingactuated by a hand lever, 25, in the cab of the locomotive, through aforwardly extending rod, 26. It may, from time to time, be necessary totemporarily materially increase the force of the blast, in order toclear out deposits of ash from the tubes, and to prevent damage from anunduly sudden increase of back pressure .in the cylinders, by thereduction of thedischarge area of the nozzle, a springresistanceregulating device, which is shown in Fig. 8,

is interposed between the nozzle and the operating hand lever, 25. Inthe instance shown, the rod, 26, which connects the hand lever and theexhaust nozzle is divided into a forward and a rear section. the rearsec tion having. secured upon its forward end, a cylindrical head, 27,adapted to abut against a corresponding head, 28, secured upon the rearend of the forward section. A cylindrical casing, 29, is secured to thehead, 28, and a helical spring, 30, is fitted aroundthe rear sectionotthe rod, 26 within said casing and bears, at its ends, onthe head 27,and on an abutment in the casing at the end thereof farther fronrsaidhead. in the forward movements of the hand lever, 25, and rod, 26, bywhich the nozzle is opened to reduce draft, the pressure of the rearsection of the rod on theforward section is effected directly by thebearing of the head,

resistance thereby interposed prevents unduly sudden increase of backpressure when it is desired tolncrease the draft.

The motors of the several blowers, conveyers, and fuel and air feedingmechanisms are, 111 the instance excn'ipllfied, indicated as ientlylocated on the front bumper platformof the locomotive. It will beobvious to those familiar with the operation of locomotives, that higheror lower steam pressures, as the case may be, are required underdifferent conditions of service, in which there are frequent andconsiderable variations induced by differences of grade, load, andrequired speed, and also clear that the rate of fuel and air supply tothe firebox by the mechanism hereinbefore described, should, foreffective and economical operation, be properly proportioned to, and bevaried in ac cordance with variations in, the steam 1)1(, sure in theboiler. To this'end, I provide both an automatically operable and amanually operable mechanism, whereby the actuating power of the severalmotors, whether the same be electricity or tluid pressure. may becontrolled and varied correspondingly with, and proportionately to,variations of steam pressure, the construction and manner of operationof which controlling mechanisms, will now be described.

ilrn operating cylinder, 32, is secured to a support, 33,'which islocated in any position in the cab of the locomotive that may beconvenient for access by the fireman. The cylinder, 32, is closed at itsends by detachable hcads, 32, 32 and is fitted with a pie-- ton, 34:,which is secured upon a rod, 35, passing through a properly packedstutling box,

32, in one of the heads, 32. The travel of the piston-is comparativelyshort, and it oc- -C11P1QS the ma]or portion of the length of thecylinder. A helical spring, 36, is fitted around the piston rod in acylindrical bore in the piston, said spring hearing at one end on thepiston, and at the other end onfthe head, 32. A steam supply pipe,32,leads from a dome or turret on the boiler into the cylinder, on the sideof the piston opposite that on which the spring, 36, bears, and a wasteor discharge pipe, 32, leads from the being of the electric type, butmay. it n'eopposite end of the cylinder to the atmos' phere. The pistonrod, 35, is coupled by a link, 35, to one of the arms-of a double armedswitch lever, 37, which is journaled centrally on a pin, 37?, fixed inthe sup -port,'.33. Y

The arms of the lever, 37Gca'rry suitable fcontact bars, operating overthe sets of contact points of the resistances,'R R R and R forcontrolling the respective motors,.19, 17", 15 and 21, as indicated inthe diagram, Fig. 13. As the boil r'steam pressure acting on the piston,34, rises to a degree sufiicient to overcome the spring, 36, the pistonis forced gradually upward, compressingsaid spring and turning thedouble armedswitch lever, 37, about its pivot, thereby varylng theseveral resistances to reduce the speed of the respective motors anddiminish the supply of fuel to the furnace, When the steam pressurebegins to' fall, the spring moves the piston downwardly, andturns thelever arm in the opposite direction to out inthe resistance and effectan increase in the speed of operation of the several ,motors. In thismanner, the fire may be automatically regulatedjto maintain the steampressure substanz-tially constant.

While any other suitable typeof motor may be employed, I prefer to usemotors of the shunt wound type, as indi- 'cated in Fig. 13, in which theresistance is inserted in the field circuit, and is adapted to be cutout to reduce the speed, and cut in wh'en it;is desired toincrease thespiced. The 3 coils for the resistances R R and R are preferably locatedin a resistance box R, in such a manner that therespective coils areseparately removable at all times,wherebythe resistance'coils for anymotor or set of motors may be readily removed and'replaced by otherswhen desired to change the amount of resistance or var the relationbetween .the speeds of the di erent motors or sets ofmotors, such as togive the desired results. i

I It may be desirable at times to control the motors manually,.as forinstance, when as-,

cendinga grade the engineer may wish-to reduce the fire shortly beforereaching the of all the motors to the minimum, The lever, 40, isnormally held against the sto'p, 42, in the position indicated in dottedlines inFig. '10 by means of a spring, 43. In orfdl to hold the lever,40, in the position indicated in full lines in Fig. 10, when operatedmanually to close the connections at 40",

to be engaged by a cam plate, 38, adjustably mounted on the end of thelever arm, 37.

lVhen the switch arm, 40, is thrown down by hand, to cut 'out theresistances and reduce the speed of the fuel feeding motors, the steampressure is correspondingly diminished, and the arm, 37, is turned bythe spring, 36, to the maximum speed position. lVhen the pressureincreases, as will happen, for instance, just as the train reaches thetop of'a hill and begins a descent or continues on a level stretch, ofroad, even should the engineer have depressed the lever 40, as is'sometimes done immediately before reaching the top of a grade, therebyshort circuiting the resistances in the fields of the fuel feedingmotors and\cutting down their speed to the minimum, the cam plate, 38,engages the roller, 39, of the trip lever, 39, and,

turns the same upon its pivot. This releases the pin of the lever, 40,and permits the spring, 43, to returnthe lever, 40, to its normalposition, with the bar, 40", disconnected from the contact points, andthe mechanism is thus automatically restored to the condition of beingsubject to thecontrol of the steam pressure in the regulating cylinder,32. If, after having cut out the resistance by the manual control lever,40, the engineer should desire to manually restore the mechanism to itsautomatic control condition, he may simply turn the trip lever, 39, bymeans of the handle 39, thereby releasing the locking pin, 40 andallowing the lever, 40, to be thrown out by the spring, 43, as beforedescribed. It will thus be seen that the mechanism is normally subjectto the automatic control, in which the speed of the feeding motors isgoverned by the steam pressure, but that under certainconditions,

as when ascending grades, the engineer may control the same manually.

Various modifications may be made in the structural details of theapplication of 'my invention which is herein set forth, withouteflectupon the operatlon and results thereof, or departure from itscharacteristic features and operative principle. I do not thereforelimit it to the specific construction in which it has been hereinexemplified, but include such variations in the structure, relativelocation, and individual features of its several elements, as may, inthe cobperation thereof substantially in the manner vided with means foradmitting additlonal.

air at the place where the fuel is admitted and in which the fuel ispreliminarily mixed and treated, said preliminary chamber being alsoprovided with an outlet, 'a relatively large combustion chamber intowhich said outlet opens, said combustion chamber having means foradmitting additional air therein, comprising a passage located abovesaid preliminary chamber and projecting forwardly thereof into thecombustion chamber, said combustion chamber also having a waste outletand means communicating with the upper part of the chamber for inducinga draft therein.

JOHN E. MUHLFELD.

Witnesses EMILY L. MYERS, E. E. FLODINE.

